WO2019229567A1 - Dispositif de régulation de pression de fluide de frein, véhicule à enfourcher et procédé de régulation de pression de fluide de frein - Google Patents

Dispositif de régulation de pression de fluide de frein, véhicule à enfourcher et procédé de régulation de pression de fluide de frein Download PDF

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Publication number
WO2019229567A1
WO2019229567A1 PCT/IB2019/053981 IB2019053981W WO2019229567A1 WO 2019229567 A1 WO2019229567 A1 WO 2019229567A1 IB 2019053981 W IB2019053981 W IB 2019053981W WO 2019229567 A1 WO2019229567 A1 WO 2019229567A1
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WO
WIPO (PCT)
Prior art keywords
brake fluid
brake
fluid pressure
master cylinder
hydraulic pressure
Prior art date
Application number
PCT/IB2019/053981
Other languages
English (en)
Japanese (ja)
Inventor
中村淳志
小野俊作
Original Assignee
ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング filed Critical ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング
Priority to JP2020521631A priority Critical patent/JP7133618B2/ja
Priority to CN201980050774.6A priority patent/CN112512878B/zh
Priority to ES19727517T priority patent/ES2921851T3/es
Priority to EP19727517.5A priority patent/EP3805058B1/fr
Priority to US17/059,673 priority patent/US12012087B2/en
Publication of WO2019229567A1 publication Critical patent/WO2019229567A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B60T8/17616—Microprocessor-based systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/261—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels specially adapted for use in motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
    • B62L3/00—Brake-actuating mechanisms; Arrangements thereof
    • B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
    • B62L3/023—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever acting on fluid pressure systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/10—ABS control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor

Definitions

  • Patent application title Brake Fluid Pressure Control Device, Saddle-type Vehicle, and Brake Fluid Pressure Control Method
  • the present invention relates to a brake fluid pressure control device for a straddle-type vehicle that performs anti-lock brake control, a straddle-type vehicle that includes the brake fluid pressure control device, and a brake for a straddle-type vehicle that performs anti-lock brake control.
  • the present invention relates to a hydraulic pressure control method.
  • a brake hydraulic pressure control device mounted on a saddle-ride type vehicle performs anti-lock brake control and locks the wheel when the brake input part such as a brake lever is operated.
  • the brake fluid pressure control device reduces and increases the brake fluid of the wheel cylinder while the brake input unit is operated, and prevents the wheels from locking.
  • Patent Document 1 Japanese Patent Laid-Open No. 2 0 1 5-0 8 5 8 9 8
  • a brake fluid pressure control device for a saddle-ride type vehicle includes a fluid pressure adjustment valve that repeatedly opens and closes a main flow path through which brake fluid supplied from a master cylinder to a wheel cylinder flows.
  • the brake fluid pressure control device of the saddle riding type vehicle When the brake fluid of the wheel cylinder is increased after the pressure reduction in the anti-lock brake control, the brake fluid pressure control device of the saddle riding type vehicle repeatedly opens and closes the fluid pressure adjusting valve.
  • the brake hydraulic pressure control device of the conventional saddle riding type vehicle determines the opening time of one hydraulic pressure adjusting valve as follows.
  • the conventional brake fluid pressure control system for saddle riding type vehicles is the timing to start depressurization of wheel cylinder brake fluid in anti-lock brake control. Get pressure.
  • a conventional brake fluid pressure control device for a straddle-type vehicle calculates the brake fluid pressure of the master cylinder from the deceleration of the wheels.
  • the conventional brake fluid pressure control device for saddle riding type vehicles uses the pressure of the brake fluid of the master cylinder obtained as described above when the brake fluid of the wheel cylinder is increased after depressurization in anti-lock brake control. Based on the above, the opening time of the hydraulic pressure adjusting valve is determined so that the specified amount of brake fluid is supplied to the wheel cylinder by the opening time of the hydraulic pressure adjusting valve.
  • a conventional brake fluid pressure control device for a saddle-ride type vehicle subtracts the current wheel cylinder brake fluid pressure from the master cylinder brake fluid pressure obtained as described above to obtain a differential pressure.
  • the conventional brake fluid pressure control device for a saddle-ride type vehicle can determine how long the fluid pressure adjustment valve should be opened at this differential pressure to supply a specified amount of brake fluid to the wheel cylinder. And determine the opening time for one hydraulic pressure adjustment valve.
  • the conventional brake fluid pressure control device for the saddle riding type vehicle is based on the brake fluid pressure of the master cylinder acquired at the time when the brake fluid of the wheel cylinder is started to be reduced in the anti-lock brake control. Determine the opening time of the hydraulic pressure adjustment valve at the time of pressure increase. For this reason, depressurization of the brake fluid in the wheel cylinder is started in the anti-lock brake control while the operation amount to the input part of the brake is increasing (for example, while the brake lever is being held).
  • the pressure of the master cylinder brake fluid obtained above is increased, the actual brake fluid of the master cylinder at the time when the fluid pressure adjustment valve is opened when the pressure is increased.
  • ⁇ 2019/229567 ⁇ It may be smaller than the pressure of 17132019/053981).
  • the present invention has been made against the background of the above-described problems, and is a brake fluid pressure control device for a saddle-ride type vehicle that executes anti-lock brake control, which can suppress rear wheel floating more than before.
  • An object is to obtain a brake fluid pressure control device.
  • Another object of the present invention is to provide a straddle-type vehicle equipped with such a brake fluid pressure control device.
  • the present invention has been made against the background of the above-described problem, and is a brake fluid pressure control method for a saddle-ride type vehicle that executes antilock brake control, and is more effective in suppressing rear wheel floating than before. The purpose is to obtain a brake fluid pressure control method that can be used.
  • the brake fluid pressure control device performs anti-lock brake control for reducing and increasing the brake fluid of the wheel cylinder according to the slip state of the wheel in a state where the input portion of the brake is operated.
  • a brake fluid pressure control device for a straddle-type vehicle to be executed which is a master cylinder-side pressure acquisition unit that acquires a brake fluid pressure of a master cylinder, and an increase amount per unit time of an operation amount of the input unit.
  • An input gradient acquisition unit that acquires an input gradient, and the wheel cylinder from the master cylinder when the brake fluid of the wheel cylinder is increased after depressurizing the brake fluid of the wheel cylinder during the anti-lock brake control.
  • the opening time of a single hydraulic pressure adjustment valve that repeatedly opens and closes the main flow path through which the brake fluid supplied to the An opening time determination unit, and an execution unit that opens and closes the hydraulic pressure adjustment valve, wherein the opening time determination unit is responsive to the brake fluid pressure of the master cylinder and the input gradient of the input unit.
  • the one opening time of the hydraulic pressure control valve is determined.
  • a straddle-type vehicle according to the present invention includes the brake fluid pressure control device according to the present invention.
  • the brake fluid pressure control method is an anti-locking device that reduces and increases the brake fluid of the wheel cylinder according to the slip state of the wheel in a state where the input portion of the brake is operated.
  • a brake fluid pressure control method for a straddle-type vehicle that executes brake control, a master cylinder side pressure acquisition step for acquiring a brake fluid pressure of a master cylinder, and an increase in an operation amount of the input unit per unit time
  • An input gradient acquisition step for acquiring an input gradient that is a quantity, and the master cylinder when the brake fluid of the wheel cylinder is increased after the brake fluid of the wheel cylinder is reduced during the anti-lock brake control.
  • One of the hydraulic control valves that repeatedly opens and closes the main flow path through which the brake fluid supplied from the cylinder to the wheel cylinder flows
  • An opening time determining step for determining an opening time of the master cylinder, and an execution step for opening and closing the hydraulic pressure regulating valve, wherein the opening time determining step includes a pressure of the brake fluid of the master cylinder, and the input portion
  • the one opening time of the hydraulic pressure adjusting valve is determined according to the input gradient.
  • the opening time of the hydraulic pressure adjusting valve when the pressure is increased after depressurizing the wheel cylinder brake fluid is reduced by the brake fluid of the master cylinder. It is determined based on the pressure and the input gradient that is the amount of increase in the amount of operation of the brake input unit per unit time. For this reason, the present invention is more than the specified amount in one opening time of the hydraulic pressure control valve compared to the conventional case. ⁇ 2019/229567 ⁇ (: 17132019/053981) It is possible to suppress a large amount of brake fluid from being supplied to the wheel cylinder, and to suppress a sudden increase in the brake fluid pressure of the wheel cylinder. By using it for braking control of the front wheels of a saddle-ride type vehicle, it is possible to suppress the occurrence of rear wheel lift compared to the conventional case.
  • FIG. 1 is a diagram showing a schematic configuration of a brake system according to Embodiment 1 of the present invention.
  • FIG. 2 is a diagram showing an example of a system configuration of the brake system according to the first embodiment of the present invention.
  • FIG. 3 is a diagram showing an example of a control flow when the brake fluid of the wheel cylinder according to Embodiment 1 of the present invention is increased after the brake fluid of the wheel cylinder is reduced during anti-lock brake control.
  • FIG. 4 is a diagram showing the behavior of the bicycle equipped with the brake system according to the first embodiment of the present invention during anti-lock brake control.
  • FIG. 5 is a diagram showing a relationship between an input gradient I 0 of an operation amount of a brake lever and a first coefficient F 8 in the brake system according to the first embodiment of the present invention.
  • FIG. 6 is a diagram showing an example of a system configuration of a brake system according to Embodiment 2 of the present invention.
  • FIG. 7 is a diagram showing a relationship between a bicycle body speed V £ and a second coefficient F 3 in the brake system according to the second embodiment of the present invention.
  • Embodiment 1 of the present invention will be described below with reference to the drawings as appropriate.
  • a saddle-type vehicle other than a bicycle is a motorcycle, a tricycle, a buggy, or the like that uses at least one of an engine and an electric motor as a drive source. That is, the present invention can be applied to an electric straddle-type vehicle using an electric motor as a drive source.
  • Bicycle means any vehicle that can be propelled on the road by the pedaling force applied to the pedal. In other words, bicycles include ordinary bicycles, electric assist bicycles, and electric bicycles.
  • a motorcycle or a tricycle means a so-called motorcycle, and the motorcycle includes an auto bike, a scooter, an electric scooter and the like.
  • the brake fluid pressure control device according to the first embodiment, the saddle riding type vehicle according to the first embodiment, and the brake fluid pressure control method according to the first embodiment will be described below.
  • FIG. 1 is a diagram showing a schematic configuration of a brake system according to Embodiment 1 of the present invention.
  • the components related to the braking of the rear wheels in the brake system 10 mounted on the bicycle 1 are not shown.
  • a bicycle 1 that is an example of a saddle riding type vehicle includes a brake system 10.
  • This brake system 10 controls the fluid pressure of the brake fluid of the wheel cylinder 31 of the front wheel 2, that is, the braking force of the front wheel 2.
  • the brake system 10 includes a braking operation unit 20, a front wheel braking unit 30, and a brake fluid pressure control device 100.
  • the brake fluid pressure control device 100 includes a base 110 which will be described in detail later.
  • a base cylinder 1 1 0 is formed with a master cylinder port 1 1 1 and a wheel cylinder port 1 1 2.
  • the braking operation unit 20 includes a brake lever 21, which is an example of a brake input unit, a master cylinder 22, a reservoir 23, and a liquid pipe 24.
  • the master cylinder 22 is provided with a piston portion (not shown) that moves in conjunction with a passenger's operation on the brake lever 21.
  • the brake fluid of the master cylinder 22 is stored under atmospheric pressure.
  • One end of the liquid pipe 24 is connected to the master cylinder 22, and the other end of the liquid pipe 24 is connected to the master cylinder port 1 1 1.
  • the front wheel braking unit 30 includes a wheel cylinder 3 1, a brake disk 3 2, and a liquid pipe 3 3.
  • the wheel cylinder 31 includes a piston portion (not shown) that moves in conjunction with a change in the hydraulic pressure of the brake fluid in the fluid pipe 33 connected to the wheel cylinder port 1 1 2.
  • the brake disc 3 2 is attached to the front wheel 2 and rotates together with the front wheel 2. As the piston of the wheel cylinder 3 1 moves, the brake pad (not shown) is pressed against the brake disc 3 2 and the front wheel 2 is braked.
  • the brake fluid pressure control device 1 0 0 includes the above-mentioned base 1 1 0, the first fluid pressure regulating valve 1 2 1, the second fluid pressure regulating valve 1 2 2, the accumulator 1 2 3, and the check valve 1 2 4, fluid pressure detector 1 2 5, wheel speed detector 1 2 6, and control unit 1 3 0.
  • the base body 1 10 is formed with a main flow path 1 1 3, a sub flow path 1 1 4, and a flow path 1 1 5 as internal flow paths.
  • the main flow path 1 1 3 is formed to communicate between the master cylinder port 1 1 1 and the wheel cylinder port 1 1 2. That is, the master cylinder 2 2 and the wheel cylinder 3 1 communicate with each other through the liquid pipe 2 4, the main flow path 1 1 3, and the liquid pipe 3 3.
  • the main flow path 1 1 3 is a flow path through which the brake fluid supplied from the master cylinder 2 2 to the wheel cylinder 3 1 flows.
  • the master cylinder 2 2 and the master cylinder port 1 1 1 may be directly connected without passing through the liquid pipe 2 4, and the wheel cylinder 3 1 and the wheel cylinder port 1 1 2 are connected to the liquid pipe 3. They may be connected directly without going through 3.
  • the sub flow channel 1 1 4 is formed so as to bypass a partial region of the main flow channel 1 1 3.
  • the secondary flow path 1 1 4 is a flow path for releasing the brake fluid from the wheel cylinder 3 1 to the master cylinder 2 2.
  • the secondary flow path 1 1 4 does not pass through the main flow path 1 1 3 (that is, the master cylinder port that is different from the master cylinder port 1 1 1 and the liquid pipe that is different from the liquid pipe 2 4 And may be connected to the master cylinder 2 2.
  • the secondary flow path 1 1 4 does not pass through the main flow path 1 1 3 (that is, through the wheel cylinder port different from the wheel cylinder port 1 1 2 and the liquid pipe different from the liquid pipe 3 3. It may be connected to the wheel cylinder 31.
  • the 1 2 4 and the hydraulic pressure detector 1 2 5 are assembled to the base 1 1 0.
  • the first hydraulic pressure regulating valve 1 2 1 is provided in an area of the main flow path 1 1 3 that is bypassed by the sub flow path 1 1 4.
  • the second hydraulic pressure regulating valve 1 2 2 is provided in the middle of the sub flow channel 1 1 4.
  • the first hydraulic pressure adjustment valve 1 2 1 is a solenoid valve that opens when not energized, and does not block the flow of brake fluid when de-energized. When the first hydraulic pressure regulating valve 1 2 1 is energized, the first hydraulic pressure regulating valve 1 2 1 is closed and shuts off the brake fluid flow. That is, the first hydraulic pressure regulating valve 1 2 1 is a hydraulic pressure regulating valve that opens and closes the main flow path 1 1 3.
  • the second hydraulic pressure adjustment valve 1 2 2 is a solenoid valve that is closed when not energized, and shuts off the flow of brake fluid when de-energized. When the second hydraulic pressure regulating valve 1 2 2 is energized, the second hydraulic pressure regulating valve 1 2 2 is opened to allow the brake fluid to flow.
  • the first hydraulic pressure regulating valve 1 2 1 and the second hydraulic pressure regulating valve 1 2 2 may not be able to adjust the opening degree in the open state, and may adjust the opening degree in the open state. There may be.
  • the accumulator 1 2 3 is provided on the downstream side of the second hydraulic pressure regulating valve 1 2 2 in the auxiliary flow path 1 1 4.
  • the accumulator 1 2 3 stores the brake fluid that has passed through the second hydraulic pressure regulating valve 1 2 2.
  • the accumulator 1 2 3 has a built-in elastic element that operates to discharge the inflowing brake fluid. Since the check valve 1 2 4 is provided on the downstream side of the accumulator 1 2 3, the discharged brake fluid is prevented from returning to the accumulator 1 2 3.
  • the brake fluid pressure control device 100 is a brake fluid in which the brake fluid pressure of the master cylinder 2 2 is stored in the accumulator 1 2 3. When the pressure becomes lower than the pressure, the brake fluid stored in the accumulator 1 2 3 returns to the master cylinder 2 2 without pressure increase (ie pump-less method).
  • the hydraulic pressure detector 1 2 5 is provided in the internal flow path formed in the base 1 1 0 at a position where the hydraulic pressure is substantially the same as the hydraulic pressure of the brake fluid of the wheel cylinder 3 1. It is done.
  • a channel 1 15 is formed at a location where the upstream end of the sub channel 1 1 4 is connected in the main channel 1 1 3.
  • 1 1 5 shows a case where a fluid pressure detector 1 2 5 is provided, but the fluid pressure detector 1 2 5 is connected to the first fluid pressure regulating valve 1 2 1 in the main flow path 1 1 3. It may be connected to another part between the wheel cylinder port 1 1 2 via the flow path 1 1 5 or not.
  • the hydraulic pressure detector 1 2 5 is connected to the upstream side of the second hydraulic pressure regulating valve 1 2 2 in the secondary flow path 1 1 4 via the flow path 1 1 5 or not. It may be.
  • the wheel speed detector 1 2 6 detects the wheel speed of the front wheel 2.
  • the wheel speed detector 1 2 6 may detect the rotational speed of the front wheel 2 or may detect other physical quantities that can be converted into the rotational speed of the front wheel 2.
  • the control unit 130 may be configured to include, for example, a microcomputer, a microprocessor unit, etc., may be configured to include updatable items such as firmware, and
  • It may be configured to include program modules executed by commands from 0 to 11 etc.
  • the control unit 1 3 0 controls the operation of the first hydraulic pressure adjustment valve 1 2 1 and the second hydraulic pressure adjustment valve 1 2 2 of the brake hydraulic pressure control device 1 0 0, so that the wheel cylinder 3 1 It controls the brake fluid pressure, that is, the braking force of front wheel 2.
  • the control unit 1 30 performs antilock brake control to suppress the front wheel 2 from being locked. That is, the control unit 1 3 0 prevents the front wheel 2 from locking by reducing and increasing the brake fluid of the wheel cylinder 3 1 while the brake lever 2 1 is being operated. .
  • the anti-lock brake control executed by the control unit 1 30, as will be described later when the brake fluid of the wheel cylinder 31 is reduced and then increased, the first hydraulic pressure regulating valve 1 2 1 ⁇ 2019/229567 ⁇ (: 17132019/053981)
  • the opening time of the master cylinder 22 is adjusted to the brake fluid pressure and the input gradient, which is the increase per unit time of the operation amount of the brake lever 21.
  • the anti-lock brake control executed by the control unit 1 3 0, the operation is the same as that of the known anti-lock brake control except for the operation for determining the first opening time of the first hydraulic pressure regulating valve 1 2 1. is there.
  • the control unit 1 3 0 By closing the hydraulic pressure adjustment valve 1 2 1 and blocking the flow of brake fluid between the master cylinder 2 2 and the wheel cylinder 3 1, the brake fluid pressure in the wheel cylinder 3 1 is increased. Deter. On the other hand, the control unit 1 3 0 opens the second hydraulic pressure adjustment valve 1 2 2 to allow the brake fluid to flow from the wheel cylinder 3 1 to the accumulator 1 2 3, thereby Depressurize the brake fluid of dan 31.
  • the front wheel 2 can be prevented from being locked, and so-called rear wheel lift that causes the rear wheel to float can be suppressed.
  • the brake fluid flowing out of the wheel cylinder 3 1 is stored in Aki Yumure — evening 1 2 3.
  • the control unit 130 closes the second hydraulic pressure regulating valve 12 2. Then, the controller 1 3 0 repeatedly opens and closes the first hydraulic pressure regulating valve 1 2 1, in other words, repeatedly opens and closes the main flow path 1 1 3 by the first hydraulic pressure regulating valve 1 2 1 Increase the brake fluid of cylinder 3 1.
  • the brake fluid pressure control device 100 when the brake fluid pressure in the master cylinder 2 2 becomes lower than the brake fluid pressure stored in the accumulator 1 2 3, the accumulator 1 2 Brake fluid stored in 3 returns to master cylinder 22 without pressure increase. That is, in the brake fluid pressure control device 100 according to the first embodiment, for example, the bicycle 1 is stopped and the brake lever 21 is returned, and the brake fluid pressure in the master cylinder 22 is adjusted to the accumulator 12. When the pressure of the brake fluid stored in 3 becomes lower, the brake fluid stored in the accumulator 1 2 3 returns to the master cylinder 2 2.
  • FIG. 2 is a diagram showing an example of a system configuration of the brake system according to Embodiment 1 of the present invention.
  • the anti-lock brake control executed by the control unit 130 is performed by opening the first hydraulic pressure adjusting valve 12 1 once when the brake fluid of the wheel cylinder 31 is reduced and then increased.
  • the operation is the same as the known anti-lock brake control except for the operation of determining the time.
  • the control unit 1 30 shown in FIG. 2 determines a single opening time of the first hydraulic pressure regulating valve 1 2 1 when the brake fluid of the wheel cylinder 3 1 is reduced and then increased. Only the functional units used for this purpose are described, and the description of the functional units responsible for known operations in antilock brake control is omitted.
  • the control unit 1 30 includes a master cylinder side pressure acquisition unit 1 3 1, an input gradient acquisition unit 1 3 2, an open time determination unit 1 3 3, and an execution unit 1 3 4.
  • the master cylinder side pressure acquisition unit 1 3 1 is a functional unit that acquires the pressure of the brake fluid of the master cylinder 2 2.
  • the master cylinder-side pressure acquisition unit 1 3 1 uses a known method using a wheel speed detector 1 2 6 that detects the wheel speed of the front wheel 2 to reduce the brake fluid of the master cylinder 2 2. Seeking pressure.
  • the input gradient acquisition unit 1 3 2 is a functional unit that acquires an input gradient that is an increase amount per unit time of the operation amount (gripping amount) of the brake lever 2 1.
  • Brake lever 2 1 operation amount and mass ⁇ 2019/229567 ⁇ (: 17132019/053981)
  • the 1st hydraulic pressure regulating valve 1 2 1 is open and the 2nd hydraulic pressure regulating valve 1
  • the input gradient acquisition unit 1 3 2 is the amount of increase per unit time in the brake fluid pressure of the wheel cylinder 3 1 detected by the hydraulic pressure detector 1 2 5 as the input gradient of the operation amount of the brake lever 2 1 Is getting.
  • the opening time determining unit 1 3 3 is a functional unit that determines a single opening time of the first hydraulic pressure regulating valve 1 2 1 that repeatedly opens and closes the main flow path 1 1 3.
  • Opening time determination unit 1 3 3 is the brake fluid pressure of master cylinder 2 2 acquired by master cylinder side pressure acquisition unit 1 3 1 and brake lever 2 1 acquired by input gradient acquisition unit 1 3 2
  • the opening time of the first hydraulic pressure regulating valve 1 2 1 is determined according to the input gradient of the amount.
  • the execution unit 1 3 4 is a functional unit that repeatedly opens and closes the first hydraulic pressure regulating valve 1 2 1. That is, when the execution unit 1 3 4 increases the brake fluid of the wheel cylinder 3 1 after depressurizing the brake fluid of the wheel cylinder 3 1 during the anti-lock brake control, the first hydraulic pressure regulating valve 1 The first hydraulic pressure regulating valve 1 2 1 is repeatedly opened and closed so that the opening time of 1 1 is the time determined by the opening time determination unit 1 3 3.
  • a control flow of anti-lock brake control of the brake system according to the first embodiment will be described.
  • the first opening time of the first hydraulic pressure regulating valve 1 2 1 when the brake fluid of the wheel cylinder 3 1 is reduced and then increased is determined.
  • various known methods can be employed. Therefore, in the following, in the anti-lock brake control executed by the brake system 10, the first hydraulic pressure regulating valve 1 2 1 is opened once when the brake fluid of the wheel cylinder 3 1 is reduced and then increased.
  • a control flow for determining time will be described.
  • FIG. 3 shows a one-time opening of the first hydraulic pressure adjustment valve when the brake fluid of the wheel cylinder is depressurized and then increased during anti-lock brake control in the brake system according to the first embodiment of the present invention. It is a figure which shows an example of the control flow which determines time.
  • FIG. 4 is a diagram showing the behavior of the bicycle equipped with the brake system according to Embodiment 1 of the present invention during antilock brake control.
  • the solid line indicated by “” in FIG. 4 indicates the body speed of the bicycle 1.
  • the solid line indicated by the symbol “F W S” in Fig. 4 is the wheel speed of the front wheel 2.
  • the wheel speed of the front wheels of a conventional straddle-type vehicle that performs anti-lock brake control of the front wheels is shown in FIG. 4 as a broken line.
  • the solid line indicated by “O?” In FIG. 4 is the pressure of the brake fluid in master cylinder 22.
  • the pressure of the brake fluid in the master cylinder 22 is obtained by a known method using a wheel speed detector 1 26 that detects the wheel speed of the front wheel 2.
  • a wheel speed detector 1 26 that detects the wheel speed of the front wheel 2.
  • the brake fluid pressure of the master cylinder in a conventional saddle-riding vehicle that performs anti-lock brake control of the front wheels is indicated by a broken line.
  • the solid line indicated by the symbol “O” in FIG. 4 is the brake fluid pressure of the wheel cylinder 31.
  • the brake fluid pressure ⁇ of the wheel cylinder 3 1 can be obtained by a known method using a hydraulic pressure detector 1 2 5.
  • the pressure of the brake fluid in the wheel cylinder in a conventional straddle-type vehicle that performs anti-lock brake control on the front wheels is indicated by a broken line.
  • the control unit 1 30 closes the first hydraulic pressure regulating valve 1 2 1, and the master cylinder 2 2 and the wheel cylinder 3 1 By blocking the flow of brake fluid between the two, the brake fluid pressure increase in the wheel cylinder 3 1 is suppressed.
  • the control unit 1 3 0 opens the second hydraulic pressure adjustment valve 1 2 2 to allow the brake fluid to flow from the wheel cylinder 3 1 to the accumulator 1 2 3, thereby Depressurize the brake fluid of DA 3 1. This avoids locking the front wheel 2.
  • the pressure reduction of the brake fluid in the wheel cylinder 3 1 may be terminated in the anti-lock brake control.
  • the control flow shown is started.
  • Step £ 2 is a master cylinder-side pressure acquisition step for acquiring the brake fluid pressure of master cylinder 22.
  • the master cylinder side pressure acquisition unit 1 3 1 increases the brake fluid pressure of the master cylinder 2 2 by a known method using a wheel speed detector 1 2 6 that detects the wheel speed of the front wheel 2. get.
  • Step £ 3 after step £ 2 is an input gradient acquisition step for acquiring an input gradient that is an increase amount per unit time of the operation amount (gripping amount) of the brake lever 21.
  • the input gradient acquisition unit 1 3 2 uses the increase in the brake fluid pressure per unit time of the wheel cylinder 3 1 detected by the hydraulic pressure detector 1 2 5 as the input gradient of the operation amount of the brake lever 2 1 Get the quantity.
  • Step £ 4 after Step £ 3 is the first hydraulic pressure adjustment valve when increasing the brake fluid of the wheel cylinder 31 after depressurizing the brake fluid of the wheel cylinder 31 during the anti-lock brake control.
  • 1 2 1 is an opening time determination step for determining one opening time. In the following, compared with the conventional method for determining the single opening / closing time of the first hydraulic pressure regulating valve 1 2 1, this implementation of determining the single opening / closing time of the first hydraulic pressure regulating valve 1 2 1 The method of Form 1 is explained.
  • a conventional brake fluid pressure control device for a saddle-ride type vehicle uses a brake fluid of the master cylinder 22 2 when the brake fluid of the wheel cylinder 31 is increased after depressurization in the anti-lock brake control, for example, as in the first embodiment. Get the pressure of.
  • the conventional brake fluid pressure control device for the saddle-ride type vehicle uses the master fluid 22 2 brake fluid pressure based on the brake fluid pressure of the first cylinder 1
  • the opening time of the first hydraulic pressure regulating valve 1 2 1 is determined so that the brake fluid is supplied to the wheel cylinder 3 1.
  • a conventional brake fluid pressure control device for a saddle-ride type vehicle subtracts the current brake fluid pressure of the wheel cylinder 3 1 from the obtained brake fluid pressure of the master cylinder 2 2 to obtain the differential pressure.
  • the conventional brake fluid pressure control device for the saddle riding type vehicle allows the specified amount of brake fluid to be applied to the wheel cylinder 3 1 as long as the first fluid pressure regulating valve 1 2 1 is opened at this differential pressure. Determine whether it will be supplied and determine the opening time of 1st hydraulic pressure regulating valve 1 2 1.
  • the opening time of the first hydraulic pressure regulating valve 1 2 1 is determined in this way, the amount of operation to the brake lever 2 1 is increasing (for example, the brake lever 2 1 is Way ⁇ If the depressurization of the brake fluid in the wheel cylinder 3 1 is started in anti-lock brake control at 2019/229567 ⁇ (in 17132019/053981), the above master The brake fluid pressure in cylinder 2 2 may be lower than the actual brake fluid pressure in master cylinder 22 when the first fluid pressure adjustment valve 1 2 1 is opened when the pressure is increased.
  • the actual differential pressure between the brake fluid pressure in the master cylinder 22 and the brake fluid pressure in the wheel cylinder 31 is larger than the differential pressure obtained as described above. For this reason, more brake fluid than the specified amount is supplied to the wheel cylinder 31 during the first opening time of the first hydraulic pressure regulating valve 1 2 1. Therefore, after depressurizing the brake fluid in the wheel cylinder 3 1 in anti-lock brake control, the brake fluid in the wheel cylinder 3 1 is increased while the first hydraulic pressure regulating valve 1 2 1 is repeatedly opened and closed. As shown by the broken line arrow in Fig. 4, the brake fluid pressure increase gradient in the wheel cylinder 31 increases. That is, the brake fluid pressure in the wheel cylinder 31 increases rapidly. Then, the front wheel 2 locks and the rear wheel floats.
  • the opening time determination unit 1 3 3 of the control unit 1 3 0 is configured to obtain the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1. And the first opening time of the first hydraulic pressure regulating valve 1 2 1 is determined according to the input gradient of the operation amount of the brake lever 2 1 acquired by the input gradient acquisition unit 1 3 2. Specifically, the opening time determination unit 1 3 3 determines the opening time of one time of the first hydraulic pressure regulating valve 1 2 1 as follows.
  • FIG. 5 is a diagram showing the relationship between the input gradient I 0 of the operation amount of the brake lever and the first coefficient F 8 in the brake system according to Embodiment 1 of the present invention.
  • the open time determination unit 1 3 3 includes a table or the like that can derive the relationship between the input gradient I 0 and the first coefficient F 8 shown in FIG. Then, the open time determination unit 1 3 3 multiplies the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1 by the first coefficient F8. Then, the opening time determining unit 1 3 3 determines the first hydraulic pressure regulating valve 1 2 1 in one opening time based on the pressure of the brake fluid in the master cylinder 2 2 multiplied by the first coefficient F8. Determine the opening time of the 1st hydraulic pressure regulating valve 1 2 1 so that the specified amount of brake fluid is supplied to the wheel cylinder 3 1.
  • the opening time determination unit 1 3 3 subtracts the brake fluid pressure of the wheel cylinder 3 1 at the present time from the brake fluid pressure of the master cylinder 2 2 multiplied by the first coefficient F8, and the difference Find the pressure. Then, the opening time determination unit 1 3 3 determines how long the first hydraulic pressure adjustment valve 1 2 1 should be opened in this differential pressure to supply the specified amount of brake fluid to the wheel cylinder 3 1.
  • the first hydraulic pressure regulating valve 1 2 1 determines the opening time of one time.
  • the differential pressure from the brake fluid pressure of the master cylinder 22 at the present time that determines the opening time of the operation increases. That is, using the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1, the opening time of the first hydraulic pressure regulating valve 1 2 1 was determined as before.
  • the larger the input gradient I ⁇ of the operation amount of the brake lever 21 is, the larger the amount of brake fluid supplied to the wheel cylinder 31 in the first opening time of the first hydraulic pressure regulating valve 1 2 1 is.
  • the first hydraulic pressure adjustment valve 1 2 1 is determined to open once as before.
  • the larger the input gradient I ⁇ of the operation amount of the brake lever 2 1 is, ⁇ 2019/229567 ⁇ (: 17132019/053981)
  • the increase in the pressure of the liquid is abrupt and the rear wheel floats easily.
  • the first hydraulic pressure regulating valve 1 2 1 is opened once. Has been decided.
  • the first coefficient of 8 becomes larger as the input gradient I O of the operation amount of the brake lever 21 increases.
  • the brake fluid pressure in the master cylinder 22 multiplied by the first coefficient F8 also increases as the input gradient I O of the rake lever operation amount increases.
  • the state where the input gradient I 0 of the operation amount of the brake lever 21 is the first input gradient is the first input gradient state.
  • a state in which the input gradient I 0 of the operation amount of the brake lever 21 is a second input gradient that is higher than the first input gradient is defined as a second input gradient state.
  • the second input gradient is used under the condition that the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1 is the same.
  • the first opening time of the first hydraulic pressure regulating valve 1 2 1 in the state is shorter than the single opening time of the first hydraulic pressure regulating valve 1 2 1 in the first input gradient state.
  • the brake fluid pressure of the master cylinder 22 multiplied by the first factor 8 and the brake fluid pressure of the master cylinder 22 at the present time that determines the first opening time of the first fluid pressure regulating valve 1 2 1 are determined.
  • the pressure difference from the pressure is determined at the moment when the master cylinder side pressure acquisition unit 1 3 1 determines the brake fluid pressure of the master cylinder 2 2 and the first opening time of the first hydraulic pressure adjustment valve 1 2 1 Less than the pressure difference between the brake fluid in the master cylinder 22
  • the first hydraulic pressure regulating valve 1 2 1 has a single opening time as in the first embodiment, so that the first hydraulic pressure regulating valve 1 2 1 has a single opening time.
  • the amount of brake fluid supplied to the cylinder 31 can be made closer to the specified amount than before. Therefore, by determining the first opening time of the first hydraulic pressure regulating valve 1 2 1 as in the first embodiment, it is possible to control the brake fluid of the wheel cylinder 3 1 in the anti-lock brake control. After depressurization, if the brake fluid in the wheel cylinder 3 1 is increased while repeatedly opening and closing the first hydraulic pressure regulating valve 1 2 1 as in step 5 described later, the wheel will be The brake fluid pressure increase gradient in cylinder 3 1 is smaller than before. For this reason, the pressure of the brake fluid in the wheel cylinder 3 1 increases abruptly by determining the opening time of the first hydraulic pressure regulating valve 1 2 1 as in the first embodiment. And can prevent the front wheel 2 from locking and the rear wheel from floating.
  • the value of the first coefficient F8 is 1 in the range where the input gradient I 0 of the operation amount of the brake lever 21 is smaller than the predetermined value.
  • This range, where the value of the first coefficient F8 is 1, shows that the master cylinder side pressure acquisition unit 1 3 1 acquires the brake fluid pressure of the master cylinder 2 2 and the first hydraulic pressure adjustment valve 1 2 1
  • the master cylinder 2 2 brake fluid pressure acquired by the master cylinder side pressure acquisition unit 1 3 1 is small because the differential pressure from the brake fluid pressure of the master cylinder 2 2 at this time is determined. Is a range that does not need to be corrected with the first coefficient F-8.
  • Step £ 5 after step £ 4 is an execution step for opening and closing the first hydraulic pressure regulating valve 1 2 1.
  • the execution unit 1 3 4 uses the first hydraulic pressure adjusting valve 1 2 1 when increasing the brake fluid in the wheel cylinder 3 1 after reducing the brake fluid in the wheel cylinder 3 1 during anti-lock brake control.
  • the first hydraulic pressure regulating valve 1 2 1 is repeatedly opened and closed so that the opening time of one time becomes the time determined by the opening time determining unit 1 3 3.
  • step £ 5 when the first hydraulic pressure regulating valve 1 2 1 is repeatedly opened and closed and the brake fluid in the wheel cylinder 3 1 is increased, for example, if the slip ratio of the front wheel 2 exceeds the first predetermined value, Again, the depressurization operation of the brake fluid in the wheel cylinder 31 in anti-lock brake control is performed. That is, the interval between the operation of the brake lever 21 and the end of the operation ⁇ 2019/229567 ⁇ (: 17132019/053981
  • the execution unit 1 3 4 performs the first boosting operation with the first opening time of the first hydraulic pressure regulating valve 1 2 1.
  • the first hydraulic pressure regulating valve 1 2 1 is repeatedly opened and closed so that the opening time determined as described above is reached. Needless to say, the opening time of the first hydraulic pressure regulating valve 1 2 1 once may be obtained every time the brake fluid of the wheel cylinder 3 1 is increased.
  • the brake fluid pressure control device 100 is configured to reduce the brake fluid pressure of the wheel cylinder 31 according to the slip state of the front wheel 2 while the brake lever 21 is operated. Execute anti-lock brake control to increase pressure.
  • the brake fluid pressure control device 100 according to the first embodiment includes a master cylinder side pressure acquisition unit 1 3 1, an input gradient acquisition unit 1 3 2, an open time determination unit 1 3 3, and an execution unit. 1 3 4 and
  • the master cylinder side pressure acquisition unit 1 3 1 acquires the brake fluid pressure of the master cylinder 2 2.
  • the input gradient acquisition unit 1 3 2 acquires an input gradient that is an increase amount per unit time of the operation amount of the brake lever 2 1.
  • the opening time determination unit 1 3 3 starts from the master cylinder 2 2 when the brake fluid in the wheel cylinder 3 1 is increased after depressurizing the brake fluid in the wheel cylinder 3 1 during anti-lock brake control.
  • the first opening time of the first hydraulic pressure regulating valve 1 2 1 that repeatedly opens and closes the main flow path 1 1 3 through which the brake fluid supplied to the cylinder 3 1 flows is determined.
  • the execution unit 1 3 4 opens and closes the first hydraulic pressure regulating valve 1 2 1.
  • the opening time determining unit 1 3 3 performs one operation of the first hydraulic pressure adjusting valve 1 2 1 according to the brake fluid pressure of the master cylinder 2 2 and the input gradient of the operation amount of the brake lever 2 1. The opening time is determined.
  • the brake fluid pressure control device 100 is a first fluid pressure regulating valve 1 2 1 for increasing the pressure after reducing the brake fluid of the wheel cylinder 3 1 in anti-lock brake control.
  • One opening time is determined on the basis of the brake fluid pressure of the master cylinder 22 and the input gradient that is an increase per unit time of the operation amount of the input portion of the brake lever 21.
  • the brake fluid pressure control device 100 according to the first embodiment has more brake fluid than the prescribed amount in one opening time of the first fluid pressure regulating valve 1 2 1 compared to the conventional one. Can be suppressed from being supplied to the wheel cylinder 3 1, and a sudden increase in the brake fluid pressure of the wheel cylinder 3 1 can be suppressed. Therefore, the brake fluid pressure control device 100 according to the first embodiment can suppress the occurrence of rear wheel floating compared to the conventional case.
  • the open time determination unit 1 3 3 of the control unit 1 3 0 has a first coefficient F 8 based on the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1. Then, the opening time determining unit 1 3 3 performs the first hydraulic pressure regulating valve 1 2 1 once based on the brake fluid pressure of the master cylinder 2 2 multiplied by the first coefficient F8. The opening time of was determined. Not limited to this, the opening time determination unit 1 3 3 is the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1 and the brake acquired by the input gradient acquisition unit 1 3 2.
  • the one-time opening time of the first hydraulic pressure regulating valve 1 2 1 may be determined according to the input gradient of the operation amount of the lever 2 1.
  • the opening time determination unit 1 3 3 is based on the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1, and the first hydraulic pressure adjustment valve 1 2 1 as before. One open time may be obtained. Then, the opening time determining unit 1 3 3 obtains the first hydraulic pressure adjustment acquired. ⁇ 2019/229567 ⁇ (: 17132019/053981 Valve opening 1 2 1 Opening time is multiplied by 1st coefficient F8, and this value is set as 1st fluid pressure adjusting valve 1 2 1 opening time.
  • the wheel cylinder 3 1 brake fluid in the anti-lock brake control can be determined.
  • the brake fluid pressure of the wheel cylinder 31 can be prevented from increasing suddenly and the occurrence of rear wheel lift can be suppressed.
  • Some conventional brake fluid pressure control devices that perform anti-lock brake control include a pump that returns the brake fluid stored in the accumulator to the master cylinder.
  • the brake fluid pressure control device 100 according to the first embodiment may be provided with such a pump.
  • the detector provided in the brake fluid pressure control device 100 according to the first embodiment is merely an example.
  • various methods using various detectors are known as methods for obtaining the wheel speed of the front wheel 2, the brake fluid pressure of the master cylinder 22, the brake fluid pressure of the wheel cylinder 31 and the like. It has become.
  • the vehicle body speed of the bicycle 1, the brake fluid pressure of the master cylinder 2 2, the brake fluid pressure of the wheel cylinder 3 1 and the like can be obtained. That's fine.
  • the brake fluid pressure control device 100 is used to control the braking force of the front wheel 2 of the bicycle 1.
  • the present invention is not limited to this, and the brake fluid pressure control device 100 may be used for controlling the braking force of the wheels other than the front wheel 2 of the bicycle 1.
  • a different brake fluid pressure control device 100 may be connected to each wheel cylinder of each wheel.
  • a wheel cylinder of at least two wheels may be connected to the same brake fluid pressure control device 100.
  • the saddle riding type vehicle in which the brake fluid pressure control device 100 is employed is not limited to the bicycle 1.
  • the brake fluid pressure control device 100 may be used for other saddle riding type vehicles other than the bicycle 1.
  • the following vehicle body speed acquisition unit 1 35 may be added to the brake fluid pressure control device 100 shown in the first embodiment. Note that items not described in the second embodiment are the same as those in the first embodiment.
  • FIG. 6 is a diagram showing an example of a system configuration of the brake system according to Embodiment 2 of the present invention.
  • the control unit 1 30 of the brake fluid pressure control device 100 includes a vehicle body speed acquisition unit 1 3 5.
  • the vehicle body speed acquisition unit 1 3 5 is a functional unit that acquires the vehicle body speed of the bicycle 1.
  • the method for acquiring the vehicle body speed of the bicycle 1 is not particularly limited, but the vehicle body speed acquisition unit 1 3 5 according to the second embodiment uses a wheel speed detector 1 2 6 for detecting the wheel speed of the front wheel 2.
  • the body speed of the bicycle 1 is obtained by a known method.
  • control unit 1 30 determines the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1 at step £ 4 shown in FIG.
  • the first hydraulic pressure according to the input gradient of the operation amount of the brake lever 2 1 acquired by the input gradient acquisition unit 1 3 2 and the body speed of the bicycle 1 acquired by the vehicle body speed acquisition unit 1 3 5 Determine the opening time of the regulating valve 1 2 1 once.
  • the opening time determining unit 1 3 3 determines the opening time of the first hydraulic pressure regulating valve 1 2 1 as follows.
  • FIG. 7 shows a bicycle body speed V in the brake system according to the second embodiment of the present invention. ⁇ 2019/229567 ⁇ (: 17132019/053981
  • the second coefficient F 3 increases as the body speed V £ of the bicycle 1 increases.
  • the opening time determination unit 1 33 includes a table or the like that can derive the relationship between the vehicle body speed V £ of the bicycle 1 and the second coefficient F 3 shown in FIG. Then, the open time determination unit 1 33 multiplies the brake fluid pressure of the master cylinder 22 acquired by the master cylinder side pressure acquisition unit 13 1 by the first coefficient 8 and the second coefficient F B. Then, the opening time determining unit 1 3 3 performs the first hydraulic pressure regulating valve 1 2 1 once based on the brake fluid pressure of the master cylinder 22 2 multiplied by the first coefficient 8 and the second coefficient F 8. The opening time of the first hydraulic pressure regulating valve 1 2 1 is determined so that the specified amount of brake fluid is supplied to the wheel cylinder 3 1 during the opening time of the first fluid pressure control valve.
  • the opening time determination unit 1 3 3 calculates the brake fluid pressure of the wheel cylinder 3 1 at the present time from the brake fluid pressure of the master cylinder 2 2 multiplied by the first coefficient FA and the second coefficient FB. Is subtracted to find the differential pressure. Then, the opening time determination unit 1 3 3 determines how long the first hydraulic pressure adjustment valve 1 2 1 should be opened in this differential pressure to supply the specified amount of brake fluid to the wheel cylinder 3 1. Determine the opening time of the first hydraulic pressure regulating valve 1 2 1 once.
  • the second coefficient F B increases as the body speed V £ of bicycle 1 increases.
  • the first opening time of the first hydraulic pressure regulating valve 1 2 1 is shortened, and the first hydraulic pressure regulating valve 1 2 1
  • the amount of brake fluid supplied to the wheel cylinder 31 in one open time decreases.
  • the state where the vehicle body speed V £ of the bicycle 1 is the first vehicle body speed is defined as the first speed state.
  • a state in which the vehicle body speed V3 of the bicycle 1 is the second vehicle body speed that is faster than the first vehicle body speed is defined as the second speed state.
  • the brake fluid pressure of the master cylinder 2 2 acquired by the master cylinder side pressure acquisition unit 1 3 1 is the same, and the operation amount of the brake lever 2 1 is input.
  • the opening time of the first hydraulic pressure regulating valve 1 2 1 in the second speed state is the same as that of the first hydraulic pressure regulating valve 1 2 1 in the first speed state.
  • the opening time is shorter than one time. That is, in the present embodiment 2, after the brake fluid of the wheel cylinder 3 1 is depressurized in the anti-lock brake control, the wheel cylinder is repeatedly opened and closed while the first hydraulic pressure regulating valve 1 2 1 is repeatedly opened and closed.
  • the brake fluid pressure increase gradient of wheel cylinder 3 1 decreases as the vehicle body speed V £ of bicycle 1 increases.
  • the brake fluid pressure control device 100 has a configuration in which the brake fluid stored in the accumulator 1 23 is returned to the master cylinder 22 2 without boosting, as in the first embodiment. It has become.
  • the brake fluid pressure control device 100 having such a configuration by setting the one-time opening time of the first fluid pressure regulating valve 1 2 1 as in the second embodiment, the following is achieved. Such effects can be obtained.
  • the brake fluid pressure control device 100 cannot return the brake fluid stored in the accumulator 1 2 3 to the master cylinder 2 2 while the brake lever 21 is being operated.
  • the amount of brake fluid stored in the accumulator 1 2 3 increases as the brake fluid in the wheel cylinder 3 1 is depressurized during anti-lock brake control.
  • the brake fluid pressure control device 100 according to the second embodiment if the number of times of depressurization and pressure increase of the brake fluid in the wheel cylinder 3 1 is large, the brake fluid 21 is operated after the brake lever 21 is operated. There is a concern that the brake fluid will fill up in the accumulator 1 2 3 before the operation is released. In other words, the brake fluid is full in the accumulator 1 2 3 and the brake fluid in the wheel cylinder 3 1 cannot be depressurized in anti-lock brake control. There is concern about the lock.
  • the opening time of the first hydraulic pressure regulating valve 1 2 1 is determined as in the second embodiment, the brake fluid in the wheel cylinder 3 1 increases as the vehicle body speed V £ of the bicycle 1 increases.
  • the pressure gradient becomes smaller. For this reason, even if the vehicle body speed V £ of the bicycle 1 increases, it is possible to suppress an increase in the number of times of depressurization and pressure increase of the brake fluid in the wheel cylinder 31. Accordingly, by determining the opening time of the first hydraulic pressure regulating valve 1 2 1 once as in the second embodiment, it is possible to prevent the brake fluid from being filled in the accumulator 1 2 3, and the front wheel 2 Can be prevented from locking.
  • the value of the second coefficient F 3 is 1 in the range where the vehicle body speed V £ of the bicycle 1 is smaller than the predetermined value.
  • This range, where the value of the second coefficient F8 is 1, indicates that the master cylinder 2 pressure acquisition unit 1 3 1 has acquired the brake fluid pressure of the master cylinder 2 2 and the 1st hydraulic pressure adjustment valve 1 2 1 The pressure difference between the master cylinder 22 and the brake fluid pressure at the current time is small and the master cylinder side pressure acquisition unit 1 3 1 acquires the brake fluid pressure of the master cylinder 2 2 This is a range that does not need to be corrected with the second coefficient F8.
  • the opening time determination unit 1 3 3 may acquire one opening time of the first hydraulic pressure regulating valve 1 2 1 as in the first embodiment. Then, the opening time determining unit 1 3 3 multiplies the obtained first opening time of the first hydraulic pressure regulating valve 1 2 1 by the second coefficient F 3 and uses this value as the first hydraulic pressure regulating valve 1 2 1 Open time may be determined once.
  • 1 Bicycle (saddle-type vehicle), 2 Front wheel, 1 0 Brake system, 2 0 Brake operation part, 2 1 Brake lever (input part), 2 2 Master cylinder, 2 3 Reservoir, 2 4 Fluid pipe, 3 0 Front wheel brake , 3 1 Wheel cylinder, 3 2 Brake disc, 3 3 Fluid pipe, 1 0 0 Brake fluid pressure control device, 1 1 0 Base body, 1 1 1 Master cylinder port, 1 1 2 Wheel cylinder port, 1 1 3 Main flow path 1 1 4 Sub-flow path, 1 1 5 Flow path, 1 2 1 1st hydraulic pressure adjustment valve, 1 2 2 2nd hydraulic pressure adjustment valve, 1 2 3 Accumulator, 1 2 4 Check valve, 1 2 5 fluid Pressure detector, 1 2 6 Wheel speed detector, 1 3 0 Control unit, 1 3 1 Master cylinder side pressure acquisition unit, 1 3 2 Input gradient acquisition unit, 1 3 3 Opening time determination unit, 1 3 4 Execution unit, 1 3 5 Body speed acquisition unit.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Regulating Braking Force (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)
  • Braking Arrangements (AREA)

Abstract

La présente invention concerne un dispositif de régulation de pression de fluide de frein et un procédé de régulation de pression de fluide de frein qui suppriment la flottement de la roue arrière. La présente invention concerne également un véhicule à enfourcher équipé d'un tel dispositif de régulation de pression de fluide de frein. Le dispositif de régulation de pression de fluide de frein selon l'invention est destiné à un véhicule à enfourcher qui effectue une commande de frein antiblocage et détermine, selon la pression de fluide de frein dans un maître-cylindre et un gradient d'entrée, la quantité d'augmentation par unité de temps dans la quantité de fonctionnement d'une unité d'entrée de frein, le temps pour une ouverture d'une soupape de réglage de pression de fluide lorsque la pression de fluide de frein dans un cylindre de roue est augmentée tout en ouvrant et fermant de manière répétée la soupape de réglage de pression de fluide.
PCT/IB2019/053981 2018-05-31 2019-05-14 Dispositif de régulation de pression de fluide de frein, véhicule à enfourcher et procédé de régulation de pression de fluide de frein WO2019229567A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP2020521631A JP7133618B2 (ja) 2018-05-31 2019-05-14 ブレーキ液圧制御装置、鞍乗型車両、及び、ブレーキ液圧制御方法
CN201980050774.6A CN112512878B (zh) 2018-05-31 2019-05-14 制动液压控制装置、跨乘型车辆及制动液压控制方法
ES19727517T ES2921851T3 (es) 2018-05-31 2019-05-14 Dispositivo de control de la presión del líquido de frenos, vehículo con sillín y método para controlar la presión del líquido de frenos
EP19727517.5A EP3805058B1 (fr) 2018-05-31 2019-05-14 Dispositif de régulation de pression de fluide de frein, véhicule à enfourcher et procédé de régulation de pression de fluide de frein
US17/059,673 US12012087B2 (en) 2018-05-31 2019-05-14 Brake hydraulic pressure control device, saddle-type vehicle, and brake hydraulic pressure control method

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JP2018-104612 2018-05-31
JP2018104612A JP2019209710A (ja) 2018-05-31 2018-05-31 ブレーキ液圧制御装置、鞍乗型車両、及び、ブレーキ液圧制御方法

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WO2019229567A1 true WO2019229567A1 (fr) 2019-12-05

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US (1) US12012087B2 (fr)
EP (1) EP3805058B1 (fr)
JP (2) JP2019209710A (fr)
CN (1) CN112512878B (fr)
ES (1) ES2921851T3 (fr)
TW (1) TWI809114B (fr)
WO (1) WO2019229567A1 (fr)

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DE102019216056A1 (de) * 2019-10-17 2021-04-22 Robert Bosch Gmbh Verfahren und Vorrichtung zur Verhinderung eines Überschlags nach vorn eines einspurigen Kraftfahrzeugs
JP2021160673A (ja) * 2020-04-02 2021-10-11 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツングRobert Bosch Gmbh モータサイクル用のブレーキシステム、及び、モータサイクル
JP7543158B2 (ja) 2021-02-15 2024-09-02 西松建設株式会社 制御装置、軌索式ケーブルクレーン及びプログラム
TWI760195B (zh) * 2021-04-21 2022-04-01 國立臺北科技大學 電液壓煞車系統
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CN112512878A (zh) 2021-03-16
US12012087B2 (en) 2024-06-18
JP7133618B2 (ja) 2022-09-08
JPWO2019229567A1 (ja) 2021-03-11
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EP3805058B1 (fr) 2022-05-04
US20210206359A1 (en) 2021-07-08

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